THE ASCENT IS ONE ROOMY SUBIE
What a difference a decade makes. Back then, parents stuffed their children into minivans, not sport utes, and Subaru never really made its mark with its big new B9 Tribeca with three-row seating. Even a quick facelift from its initial strange styling didn’t do it; it seemed the market wasn’t quite ready for a Subaru in XL sizing.
But times have changed, and I predict a far better response to a Subaru in XXL size, the all-new Ascent. It’s the largest vehicle the company has made, with sevenor eight-passenger seating, a handsome interior and performance that should easily win over those hauling a full house.
Its equally new engine is a turbocharged 2.4-litre horizontally opposed four-cylinder that cranks out 260 horsepower and 277 pound-feet of torque, running on regular-grade gas. It’s mated to a continuously variable transmission that’s quiet and responsive, and does a good job of not acting like a typical CVT.
As with all Subarus save the BRZ, all-wheel drive is a standard feature, along with an X-mode feature that provides extra traction in snow or mud.
The Ascent is decently priced for the segment, with the base eight-passenger Convenience model starting at $35,995. Touring and Limited models come in at $40,995 and $46,495 respectively, but both can have the second-row bench swapped for two captain’s chairs for an additional $500. My tester, the top-line Premier, comes only with them and rings in at $49,995.
All trim levels include such features as three-zone automatic climate control, power driver’s seat, heated front chairs, roof rails, and the camera-based EyeSight suite of electronic driving aids. Moving up the ladder adds such items as a panoramic sunroof, power liftgate, auto-dimming mirrors, heated second-row seats and steering wheel and navigation. The Premier includes ventilated front seats, front camera, rain-sensing wipers, and a 120-volt power outlet. While 50 grand is a fair chunk of change, the Premier, with its performance and its features, feels like it could retail for more.
The engine and transmission have a lot of Ascent to move around, and it can feel a bit jumpy from a stop when you’re trying to modulate the throttle.
Once past that, acceleration is strong and linear, and there’s no issue when you ask for passing power on the highway. In combined driving I averaged 10.8 L/100 km, just a tick above the published rate of 10.3.
Steering response is quick, and the Ascent doesn’t seem as big as it is to drive. But I don’t like the steering feel; it’s way too light, and with almost no impression of connection with the road, it takes a bit of practice to know how much steering input you need so your lane changes don’t seem twitchy. Tightening this up would go a long way toward making the Ascent a fully rounded driver.
Nothing beats a minivan for three-row livability, but the Ascent does a not-bad job.
It’s far easier to access the back row compared with many of its rivals, aided by wide-opening doors, but legroom back there is tight unless second-row passengers slide forward and give up some of theirs. Otherwise, both front- and second-row occupants enjoy a roomy ride, and in very comfortable chairs.
Catering to what must be very thirsty occupants, Subaru has managed to stuff in 19 cupholders. I’m guessing that easy thirdrow access might have been engineered in for panicky bathroom stops on long-distance drives.
The cargo compartment, already generous when the seats are up, stretches to almost seven feet in length when the two rows are folded. If that isn’t enough, you can then hook on a maximum 5,000-pound trailer (the hitch is a dealer accessory).
The base Convenience trim includes a 6.5-inch infotainment screen that’s upgraded to eight inches on all other models. Touchscreen capability is augmented with buttons and dials to access functions quickly, along with simple controls for the climate system. I like that the voice-activated navigation lets you input an address all at once, rather than one line at a time, too.
The EyeSight system provides adaptive cruise control, lanekeeping assist, emergency braking and throttle control if you’re about to smack into something, and, sadly, a beep alert if you haven’t noticed the car ahead of you at the now-green light has taken off (please, Subaru, don’t make it even more convenient to text and drive).
The adaptive cruise control is smooth, but it beeps whenever a vehicle ahead moves in or out of its detection range, which gets really old really fast.
Blind-spot monitoring — far more important than a carahead-has-moved-so-put-downthe-phone beep — isn’t included on the Convenience trim.
Subaru enjoys a fiercely loyal following that it initially gained with a line of fun and quirky but plasticky all-wheel drivers. It grew up with a new-found interest in improving its interiors. And now the Ascent’s luxury-level cabin, along with its handsome exterior styling and practical nature, gives shoppers a viable alternative to models such as Chevrolet’s Traverse, Toyota’s Highlander, the Volkswagen Atlas, Honda Pilot, Ford Explorer, and other three-row heavy hitters.
In a segment that’s now among the hottest in town, Subaru is a viable player in the game.